Inside Stena RoRo’s innovative and successful E-Flexer programme
Stena RoRo’s E-Flexer programme serves as a platform for RoPax designs that can be continuously upgraded to deliver efficient, future-proofed and tailored vessels. CEO Per Westling provides insights into recent innovations, following the order of the 13th vessel in the programme.
Featuring in this interview
Per Westling, Chief Executive Officer at Stena RoRo
Per Westling has been employed by Stena since 1985. In addition to a M.Sc. degree in Naval Architecture from Chalmers Technical University of Gothenburg, Sweden, Per is trained as an Engineer within the Royal Swedish Navy. Within the Stena group he has been project manager for several newbuildings and major conversion projects but also served for five years within the Stena Line Shipmanagement division. In 2001 he moved to Stena RoRo as Conversion Manager, took on the role of Deputy Managing Director in 2008 and subsequently Managing Director in 2011. Mr Westling is since 2013 a board member of Interferry Inc.
Following the order of the 13th E-Flexer RoPax, will the programme be expanded and, if so, also adapted to respond to the latest regulatory decisions from the IMO and EU?
The answer is yes. We’ve already started on that journey by introducing multi-fuel engines. They give us the option of using normal diesel or biodiesel as well as other fuels like methanol or LNG. Those are the few available alternatives today, but our engines will be able to accommodate any available fuels in the future, both gas and liquid. In the programme, we’ve also introduced equipment that will make it possible to transfer electric power to the propellor shaft via a PTO/PTI system. This system will, when acting as a shaft generator, power the ships’ domestic systems. Additionally, it can also function as an electric motor, powered by an energy source like a battery, a fuel cell or, for that matter, an auxiliary engine. We foresee battery systems with higher capacities in the future and by combining those with a mechanical transmission (PTI), we’ve designed the most efficient battery operation for propulsion. These innovations have been built into our last four vessels, enabling us to gradually fulfil the regulations of today, but also much stricter regulations in the future. It’s just a question of how much bio-methanol you add to the fuel mix or how many batteries you install in order to operate on electric power for propulsion. So, this is what we mean by future-proofing the design.
The current operational lifetime for new RoRo vessels will be around 40–50 years. Is this still realistic within the new regulatory environment and the development of a range of new and more efficient technologies?
That’s a very relevant question. There are some items on board a ship like the steel, the paintwork, the workmanship in general, where we don’t see any issues with having a 50-year lifespan. However, it’s crucial to future-proof, especially when it comes to leveraging current technology to facilitate the use of green fuels. If we run our multi-fuel engines on electro fuels, like e-methanol or e-LNG, that would be a fossil-free operation and we could run that forever. So the answer is yes, we can still keep these ships going for 50 years, or maybe even longer.
What is Stena’s outlook for future fuels? Do you envisage more partnerships like the one with Proman, which secures methanol supply?
Absolutely, collaboration is key. It’s not just about partnering with one supplier, but multiple ones. We need to create a market for these fuels. It’s vital for operators and suppliers to work together and that authorities and regulators support the development and implementation of e-fuels. Suppliers need to ensure volumes at relevant prices and be encouraged to invest in new plants. As operators, we need to ensure we have the necessary fuel to comply with regulations. We’re in a kind of chicken and egg situation. Certainly, the demand for methanol and LNG vessels is evident from the numerous orders we’re seeing. However, we’re currently facing a fuel supply shortfall. What’s needed now and in the near future are companies that are prepared to invest. This will require a certain level of commitment and collaboration between the supplier and the off-taker.
Taking the increasing challenge to find crew into account, are you expecting greater demand for autonomous functionality in your vessels over the coming years?
I don’t think so, at least not to any large extent in the ferry business. I harbour doubts, given the sensitive nature of our operations, such as transporting thousands of people in archipelagos through high-traffic waters. This might be a factor for other vessel types, like cargo ships on certain routes, as the technology exists. However, for passenger shipping, it’s unlikely, at least in the foreseeable future. The risk of on-board fires, accidents involving passengers or crew, and congestion in areas where we sail with perhaps 2,000 people on board … these factors make me sceptical about this topic.
Given the upcoming IACS cyber security regulations, how has the prioritization of cyber security influenced the way you approach system integration and vessel network design?
We’re seeing a growing demand for this, especially in our newbuild projects. For our latest newbuild, which was delivered in February, we’re applying DNV’s highest level of cyber security class notation. Currently, we see the main hurdle on the supply side. Many suppliers aren’t used to these new requirements and lack equipment that’s fit for purpose on ships. For marine installations, equipment meeting the highest cyber security standards isn’t always approved by classification societies. This sometimes makes it challenging to get sufficient standard equipment. However, I believe this is a transitional problem that will be resolved.
The development of the E-Flexer fleet has involved a great deal of teamwork, both within your own company and between Stena RoRo and DNV. How did the project benefit from such strong collaboration?
Very much. It has been of paramount importance, in fact. With so many ships being ordered and the same main partners involved from the start, things are progressing very quickly and smoothly. Everyone knows their role and what standards to apply. This benefits us as we can readily create quotes and tenders for our clients, offering the same standards and quality each time. We know that by utilizing the same designers, classification societies, shipyards and to a large extent also suppliers, we can consistently deliver high standards to our clients. This is extremely valuable.